The first-ever drive from North to South pole is complete – and it was all-electric
After nearly nine months on the road, an all-electric Nissan Ariya has become the first vehicle ever, gas or electric, to drive all the way from North to South pole, piloted by Chris Ramsey of Plug in Adventures and his wife Julie.
The Scottish couple, who previously became the first to complete the Mongol Rally in an EV, set off from the magnetic North Pole in March in a modified Nissan Ariya, built with the help of Arctic Trucks, an Icelandic company that specializes in preparing vehicles for the most difficult conditions on Earth. The idea was to use the Ariya as a proof-of-concept for future EV mods, and potentially to eventually replace the diesel vehicles currently used for Antarctic research and expeditions.
But it’s not actually all that far off from stock – the biggest change is 39-inch tires which required modified wheel arches. Other than that, the powertrain and suspension are mostly stock (just lifted), with no gearbox change as would have been necessary on a gas or diesel vehicle. Several gear solutions were added, along with tow hitches and some frame and underbody reinforcement.
Arctic Trucks called the mod the “AT39,” but over the course of the trip, the couple adopted a new name for their Ariya: “Sonrisa,” the Spanish word for smile.
Now, in December, the couple has finally reached the South Pole after nine months and 17,000 miles of travails along the way. Nine months may seem like a long time but it was actually the original plan, a schedule necessitated by polar weather and the changing seasons – and by climate change as well.
The beginning of the trip was actually a rush job, hurrying to get the car to the North Pole and back along polar ice roads which closed abruptly this year due to melting – something that has been happening earlier and earlier lately with rising global temperatures.
The first part of the trip was constrained by needing ice in the Northern hemisphere winter, in order to even drive on ice roads that are impassable after the ice melts. And the last part of the trip relies on arriving to the South Pole in the Antarctic “warm” season, as polar expeditions are not allowed during winter when the extreme conditions at the pole become even more impossible to handle.
The original plan had been to use a trailer with a small windmill to charge the car while parked while in polar regions, but the trailer didn’t work out on Arctic roads. But for the Antarctic portion, the Ramseys have been using solar panels to help charge the car at “night” (which can be any time of day – the polar region is in constant sunlight at this time of year), in addition to using generators when the weather isn’t in their favor.
The trip through North America was relatively simple on big highways with plenty of chargers (and a quick stop to meet up with us, and the OC Tesla Club, in Long Beach), except that the Ariya was significantly less efficient after modifications. Between the huge off-road tires, fenders, and roof rack with rooftop tent, range was cut significantly.
But these range losses are part of the message that the Ramseys want to send, anyway. If they can make it all the way from one end of the globe to the other with a 150-200 mile range (down from the 272-mile rating of the Ariya), this shows that most people don’t “need” the huge range they claim they need.
After a brief trip around the uncrossable Darien Gap, it was on to a new continent. In South America there’s not nearly as much EV charging infrastructure (though Nissan dealers have provided plenty of juice), so the couple encountered several difficult situations, including broken chargers and long stretches of unpaved road. But the trip offered an opportunity to improve the region in that respect, so Pole to Pole cooperated with Enel X to install chargers along the route.
The couple visited a hybrid wind/solar farm in Chile and had plenty of new cultural experiences for a couple of Scots from the opposite side of the world.
Then it was off to Antarctica, saving the most challenging part of the trip for last. The couple met up with their pals from Arctic Trucks, who had provided support for the Arctic portion of the journey, and are also supporting the Antarctic portion. Antarctic expeditions can’t be done solo, and Arctic Trucks wanted to see how their modifications would fare in the tough conditions.
We’ve all heard that cold weather is meant to be challenging for electric vehicles, but Sonrisa has been successful at navigating temperatures down to -30º or below. But it took a little inventiveness, turning the elements in their favor by building small walls of snow to keep arctic winds from freezing the battery overnight.
The couple has also used a collapsible tent specifically for the vehicle to keep it warm while parked, which helps with charging efficiency. They’ve even occasionally parked the car inside their camp tent to share accommodations for the night, if weather conditions made setup too difficult.
Getting closer to the 90º mark, the altitude in Antarctica gets higher and higher. The South Pole itself is at 9,300ft, or 2,835m, which means that in addition to the cold, the expedition has to deal with thinner air and less oxygen. Not only is this hard on the bodies of the humans on the expedition, but fossil-powered vehicles have a hard time starting up in these conditions – a problem that the all-electric Ariya has not had any difficulty with.
And now, they’ve finally reached the pole (after some last minute encouragement from legendary soccer coach and fellow Ariya owner Pep Guardiola). The expedition actually reached the pole on Friday, but had to turn off their satellite communications when they approached the pole, so were only able to update the world about their successful finish today.
If you’d like to look back on their trip, there’s a live tracker where you can look back on some of the expedition’s updates, and the expedition’s Instagram page (@poletopoleev) has a history of all their updates since the beginning, or you can visit their linktree for more links.
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HAWESVILLE, KY – May 10
Plant workers drive along an aluminum potline at Century Aluminum Company’s Hawesville plant in Hawesville, Ky. on Wednesday, May 10, 2017. (Photo by Luke Sharrett /For The Washington Post via Getty Images)
Aluminum
The Washington Post | The Washington Post | Getty Images
Sweeping tariffs on imported aluminum imposed by U.S. President Donald Trump are succeeding in reshaping global trade flows and inflating costs for American consumers, but are falling short of their primary goal: to revive domestic aluminum production.
Instead, rising costs, particularly skyrocketing electricity prices in the U.S. relative to global competitors, are leading to smelter closures rather than restarts.
The impact of aluminum tariffs at 25% is starkly visible in the physical aluminum market. While benchmark aluminum prices on the London Metal Exchange provide a global reference, the actual cost of acquiring the metal involves regional delivery premiums.
This premium now largely reflects the tariff cost itself.
In stark contrast, European premiums were noted by JPMorgan analysts as being over 30% lower year-to-date, creating a significant divergence driven directly by U.S. trade policy.
This cost will ultimately be borne by downstream users, according to Trond Olaf Christophersen, the chief financial officer of Norway-based Hydro, one of the world’s largest aluminum producers. The company was formerly known as Norsk Hydro.
“It’s very likely that this will end up as higher prices for U.S. consumers,” Christophersen told CNBC, noting the tariff cost is a “pass-through.” Shares of Hydro have collapsed by around 17% since tariffs were imposed.
The downstream impact of the tariffs is already being felt by Thule Group, a Hydro customer that makes cargo boxes fitted atop cars. The company said it’ll raise prices by about 10% even though it manufactures the majority of the goods sold in the U.S locally, as prices of raw materials, such as steel and aluminum, have shot up.
But while tariffs are effectively leading to prices rise in the U.S., they haven’t spurred a revival in domestic smelting, the energy-intensive process of producing primary aluminum.
The primary barrier remains the lack of access to competitively priced, long-term power, according to the industry.
“Energy costs are a significant factor in the overall production cost of a smelter,” said Ami Shivkar, principal analyst of aluminum markets at analytics firm Wood Mackenzie. “High energy costs plague the US aluminium industry, forcing cutbacks and closures.”
“Canadian, Norwegian, and Middle Eastern aluminium smelters typically secure long-term energy contracts or operate captive power generation facilities. US smelter capacity, however, largely relies on short-term power contracts, placing it at a disadvantage,” Shivkar added, noting that energy costs for U.S. aluminum smelters were about $550 per tonne compared to $290 per tonne for Canadian smelters.
Recent events involving major U.S. producers underscore this power vulnerability.
In March 2023, Alcoa Corp announced the permanent closure of its 279,000 metric ton Intalco smelter, which had been idle since 2020. Alcoa said that the facility “cannot be competitive for the long-term,” partly because it “lacks access to competitively priced power.”
Similarly, in June 2022, Century Aluminum, the largest U.S. primary aluminum producer, was forced to temporarily idle its massive Hawesville, Kentucky smelter – North America’s largest producer of military-grade aluminum – citing a “direct result of skyrocketing energy costs.”
Century stated the power cost required to run the facility had “more than tripled the historical average in a very short period,” necessitating a curtailment expected to last nine to twelve months until prices normalized.
The industry has also not had a respite as demand for electricity from non-industrial sources has risen in recent years.
Hydro’s Christophersen pointed to the artificial intelligence boom and the proliferation of data centers as new competitors for power. He suggested that new energy production capacity in the U.S., from nuclear, wind or solar, is being rapidly consumed by the tech sector.
“The tech sector, they have a much higher ability to pay than the aluminium industry,” he said, noting the high double-digit margins of the tech sector compared to the often low single-digit margins at aluminum producers. Hydro reported an 8.3% profit margin in the first quarter of 2025, an increase from the 3.5% it reported for the previous quarter, according to Factset data.
“Our view, and for us to build a smelter [in the U.S.], we would need cheap power. We don’t see the possibility in the current market to get that,” the CFO added. “The lack of competitive power is the reason why we don’t think that would be interesting for us.”
While failing to ignite domestic primary production, the tariffs are undeniably causing what Christophersen termed a “reshuffling of trade flows.”
When U.S. market access becomes more costly or restricted, metal flows to other destinations.
Christophersen described a brief period when exceptionally high U.S. tariffs on Canadian aluminum — 25% additional tariffs on top of the aluminum-specific tariffs — made exporting to Europe temporarily more attractive for Canadian producers. Consequently, more European metals would have made their way into the U.S. market to make up for the demand gap vacated by Canadian aluminum.
The price impact has even extended to domestic scrap metal prices, which have adjusted upwards in line with the tariff-inflated Midwest premium.
Hydro, also the world’s largest aluminum extruder, utilizes both domestic scrap and imported Canadian primary metal in its U.S. operations. The company makes products such as window frames and facades in the country through extrusion, which is the process of pushing aluminum through a die to create a specific shape.
“We are buying U.S. scrap [aluminium]. A local raw material. But still, the scrap prices now include, indirectly, the tariff cost,” Christophersen explained. “We pay the tariff cost in reality, because the scrap price adjusts to the Midwest premium.”
“We are paying the tariff cost, but we quickly pass it on, so it’s exactly the same [for us],” he added.
RBC Capital Markets analysts confirmed this pass-through mechanism for Hydro’s extrusions business, saying “typically higher LME prices and premiums will be passed onto the customer.”
This pass-through has occurred amid broader market headwinds, particularly downstream among Hydro’s customers.
RBC highlighted the “weak spot remains the extrusion divisions” in Hydro’s recent results and noted a guidance downgrade, reflecting sluggish demand in sectors like building and construction.
— CNBC’s Greg Kennedy contributed reporting.
Danish energy giant Ørsted has canceled plans for the Hornsea 4 offshore wind farm, dealing a major blow to the UK’s renewable energy ambitions.
Hornsea 4, at a massive 2.4 gigawatts (GW), would have become one of the largest offshore wind farms in the world, generating enough clean electricity to power over 1 million UK homes. But Ørsted announced that it’s abandoning the project “in its current form.”
“The adverse macroeconomic developments, continued supply chain challenges, and increased execution, market, and operational risks have eroded the value creation,” said Rasmus Errboe, group president and CEO of Ørsted.
Reuters reported that Ørsted’s cancellation of Hornsea 4 would result in a projected loss of up to 5.5 billion Danish crowns ($837.85 million) in breakaway fees and asset write-downs. The company’s market value has declined by 80% since its peak in 2021.
The cancellation highlights significant challenges currently facing offshore wind development in Europe, particularly in the UK. The combination of higher material costs, inflation, and global financial instability has made large-scale renewable projects increasingly difficult to finance and complete.
Ørsted’s decision is a significant setback to the UK’s energy transition goals. The UK currently has around 15 GW of offshore wind, and Hornsea 4’s size would have provided almost 7% of the additional capacity needed for the UK’s 50 GW by 2030 target, according to The Times. Losing this immense project off the Yorkshire coast could hamper the UK’s pace of reducing dependency on fossil fuels, especially amid volatile global energy markets.
The UK government reiterated its commitment to renewable energy, promising to work closely with industry leaders to overcome financial and logistical hurdles. Energy Secretary Ed Miliband told reporters in Norway that the UK is “still committed to working with Orsted to seek to make Hornsea 4 happen by 2030.”
Ørsted says it remains committed to its other UK-based projects, including the Hornsea 3 wind farm, which is expected to generate around 2.9 GW once completed at the end of 2027. Despite the challenges, the company emphasized its ongoing commitment to the British renewable market, pointing to the critical need for policy support and economic stability to ensure future developments.
Yet, the cancellation of Hornsea 4 demonstrates that even flagship renewable projects are vulnerable in the face of economic pressures and global uncertainties, which have been heightened under the Trump administration in the US.
Read more: The world’s single-largest wind farm gets the green light
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The Tesla Roadster appears to be quietly disappearing after years of delay. is it ever going to be made?
I may have jinxed it with Betteridge’s Law of Headlines, which suggests any headline ending in a question mark can be answered with “no.”
The prototype for the next-generation Tesla Roadster was first unveiled in 2017, and it was supposed to come into production in 2020, but it has been delayed every year since then.
It was supposed to get 620 miles (1,000 km) of range and accelerate from 0 to 60 mph in 1.9 seconds.
It has become a sort of running joke, and there are doubts that it will ever come to market despite Tesla’s promise of dozens of free new Roadsters to Tesla owners who participated in its referral program years ago.
Tesla uses the promise of free Roadsters to help generate billions of dollars worth of sales, which Tesla owners delivered, but the automaker never delivered on its part of the agreement.
Furthermore, many people placed deposits ranging from $50,000 to $250,000 to reserve the vehicle, which was supposed to hit the market 5 years ago.
The official timelines from Tesla are pretty useless at this point since they haven’t stuck to any of them, but the latest official one dates back to July 2024 when CEO Elon Musk said this:
“With respect to Roadster, we’ve completed most of the engineering. And I think there’s still some upgrades we want to make to it, but we expect to be in production with Roadster next year. It will be something special.”
He said that Tesla had completed “most of the engineering”, but he initially said the engineering would be done in 2021 and that was already 3 years after the prototype was unveiled and a year after it was supposed to be in production:
Musk commented on the Roadster again in October 2024, but he didn’t reiterate the 2025 timeline. Instead, he called the new Roadster “the cherry on the icing on the cake.”
Tesla’s leadership has been virtually silent about the new Roadster since. Two Tesla executives even had to be reminded about the Roadster by Jay Leno after they “forgot” about it when listing upcoming new Tesla vehicles with tri-motor powertrain.
There was one small update about the Roadster in Tesla’s financial results last month.
The automaker has a table of all its vehicle production, and the Roadster was updated from “in development” to “design development” in the table:
It’s not clear if that’s progress or Tesla is just rephrasing it. Either way, it is not “construction”, which makes it unlikely that the Roadster is going into production this year.
If ever…
Electrek’s Take
It looks like Tesla owes about 80 Tesla Roadsters for free to Tesla owners who referred purchases, and it owes significant discounts on hundreds of units.
It’s hard for me to believe that Tesla is not delivering the new Roadster because the vehicle program would start about $100 million in the red, but at this point, I have no idea. It very well might be the reason.
However, I think it’s more likely that Tesla is just terrible at bringing multiple vehicle programs to market simultaneously. Case in point: it launched a single new vehicle in the last five years.
At this point, I think it’s more likely that the Roadster will never happen. It will join other Tesla products like the Cybertruck Range Extender.
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